Automatic starting mechanism



Feb. 16, 1937. p MAURER 2,071,042

AUTOMATIC STARTING MECHANISM Filed Oct. 10, 1932 2 Sheets-Sheet lINVENTOR BY @cuu/ H m W Afro/Mir Feb. 16, 1937. 2,071,042

P. H. MAURER AUTOMATIC STARTING MECHANISM Filed Oct. 10, 1932 2Sheets-Sheet 2 will IN l/lfN 71 m Patented Feb. 16, 1937 UNITED STATESAUTOMATIC STARTING MECHANISM Paul H. Maurer, Elmira, N. Y.,- assignor toEclipse Machine Company, Elmira, N. Y., a corporation of New YorkApplication October 10, 1932, Serial No. 637,164

10 Claims.

The present invention relates to engine starter controlling mechanismand more particularly to an arrangement whereby initiation of thestarting operation is controlled by a manual switch, and the crankingoperation is automatically interrupted responsive to the self-operationof the engine.

It is an object of the present invention to provide a novel enginestarter control which is simple and economical in construction andreliable and emcient in operation.

It is another object to provide such a device which is arranged tocontrol the starting operation in a positive manner with the consumptionof a small amount of electrical energy.

It is a further object to provide such a device which is arranged toprevent the accidental operation of the starting mechanism byinadvertent manipulation of the manual controlling device while theengine is self-operative.

Further objects and advantages will be apparent from the followingdescription taken in connection with the accompanying drawings in which:

Fig. l is a diagrammatic representation of one preferred form of theinvention;

Fig. 2 is a similar view of an embodiment of the invention as applied toa starting mechanism of the manual shift type; and

Fig. 3 is a similar view of another embodiment of the invention in whichthe intake vacuum of the engine is utilized to assist in the control ofthe starting mechanism.

Referring first to Fig. l of the drawings, there is illustrated, astarting system for an internal combustion engine (not illustrated)comprising a battery I, grounded at 2 and connected by a lead 3 to amagnetically controlled connecting means in the form of a startingswitch 4. Starting switch 4 is connected in turn by a lead 5 to thestarting motor SM which is grounded at 6 to complete the startingcircuit. It will be understood that the starting motor is arranged to bedrivingly connected to the engine to be started by means of any suitableform of automatically connectible and disconnectible gearing as wellknown in the art.

The starting switch 4 is arranged to be operated by means of a solenoidI forming a part of a control circuit comprising the battery lead 3, amanually controllable switch 8 which is preferably the ignition switchof the engine as indicated, lead 8 connecting said switch to thesolenoid l, and lead ll connecting said solenoid to the engine-drivengenerator G. Generator G is grounded as indicated at I2 whereby when thegenerator is stationary, the control circuit is completed therethrough.The grounding of the control circuit through the generator thus forms ameans for deenergizing the control circuit and opening the startingswitch due to the bucking action of the generator responsive toself-operation of the engine.

According to the present invention, the control circuit has insertedtherein means in the form of a resistance element l3 for limiting thecurrent flowing through said circuit to a mereholding value for thesolenoid I. In other words, when the manually controllable switch 8 isclosed, sufficient current may flow through the control circuit 15including the resistance l3 to hold the starting switch 4 closed if ithas been already closed, but this current is not sufficient to causeclosure of the starting switch. In this embodiment of the invention,manually controllable means are pro- 20 vided for rendering the limitingmeans inoperative, thus causing closure of the starting switch.

As here shown, this means comprises a push button l4 suitably shuntedaround the resistance i3 whereby full energization of the solenoid I may5 be secured by the manipulation of said push button when the ignitionswitch 8 is closed and the generator G is inoperative.

In the operation of this embodiment of the invention and starting withthe parts in their idle 30 positions as illustrated, closure of theignition switch 8 causes a current to flow through the control circuitincluding solenoid l, resistance l3 and generator G, but this current islimited by the resistance l3 so that closure of the starting 35 switch 4is prevented. Manipulation of the push button I4, however, shunts outthe resistance l3, thus applying full battery voltage to the solenoid l,causing closure of the starting switch 4, and initiating the crankingoperation. The cranking 0 operation continues after the release of thepush button i4 since the current fiow through the control circuitincluding resistance I3 is sumcient to hold the starting switch 4closed.

When the engine becomes self-operative, the generator G developselectro-motive force opposing the flow of current in the control circuitwhereby the solenoid l is deenergized and the starting switch 4 allowedto open. Should the engine thereafter stall, it is merely necessary tomomentarily close the push button switch i4 to cause the startingoperation to be repeated. It will be understood that an inadvertentmanipulation of the push button l4 while the engine is running does notcause actuation of the starting mechanism since at this tme thegenerator G is operative to prevent the energization of the solenoid I.

Should the engine fail to start for any reason, the cranking operationmay be interrupted by opening the ignition switch 8.

In the embodiment of the invention illustrated in Fig. 2, the electricalcircuits and the method of operation thereof are substantially similarto that disclosed in Fig. 1, the parts thereof being similarly numbered,but the solenoid l of the magnetic connecting means is arranged notmerely to close the starting switch I, but to actuate a conventionalform of starter gearing of the manual shift type indicated generally atl5. Energization of the solenoid I operates the shift to connect thestarting motor with a member of theengine to be started, and thereaftercloses the starting switch 4.

In the operation of this embodiment of the invention, it will beunderstood that closure of the ignition switch 8 causes a current toflow through the solenoid I which is limited by the resistance l3 to avalue insufiicient to cause actuation of the starting mechanism andclosure of the starting switch. Manipulation of the push button I4,however, causes the full energization of the solenoid I whereby thestarter gearing I5 is moved into operative position and the startingswitch 4 is closed, causing the cranking operation to take place. Thecranking operation continues after the release of the push button M byreason of the holding current traversing the solenoid I and resistancel3 until the engine becomes self-operative, whereupon the generator Gcauses deenergization of the solenoid 1*, allowing the starting switch 4to open and the starter gearing Hi to be disconnected.

It will be appreciated that the protective features of this deviceparticularly with respect to the prevention of the actuation of thestarting mechanism while the engine is self-operative are especiallyimportant in connection with this embodiment of the invention sincenoise and possible damage might be caused by the inadvertent connectionof the starter gearing under such conditions.

In the embodiment of the invention illustrated in Fig. 3, the basiccircuits are the same as illustrated in Fig. 1 and the elements thereofare similarly numbered. In place of the push button 14 illustrated inFig. 1, however, there is provided an automatic controlling devicenormally rendering the limiting resistance inoperative but arranged tomake said resistance efiective responsive to an additional function ofself-operation of the engine, preferably the vacuum formed in the intakemanifold thereof. As here illustrated, this controlling device is in theform of a switch comprising a movable element [6 normally connecting apair of stationary contacts I! and I8 which are connected by leads l9and 2| respectively to form a shunt around the resistance l3. Themovable contact I6 is mounted on a flexible diaphragm 22 forming a wallof a closed chamber 23 arranged to be suitably connected as indicated at24 to the intake system such as the intake manifold of the engine to bestarted.

In the operation of this embodiment of the invention, closure of theignition switch 8 causes energization of solenoid 1 to close thestarting switch 4 since the resistance i3 is shunted out by the switchelement l6 which is normally in closed position. As soon as anyappreciable vacuum is established in the intake manifold during thecranking operation, the diaphragm 22 will be actuated to move the switchmember l6 to open position, but the cranking operation is notinterrupted thereby since the resistance l3 allows sufficient current tofiow through the solenoid I to maintain the starting switch 4 in closedposition.

As soon as the engine starts, the generator G prevents the flow ofcurrent through the control circuit, thereby deenergizing the solenoid Iand allowing the starting switch 4 to open.

It will be understood that so long as the engine is turning oversufiiciently to actuate either the generator or the diaphragm 22,reactuation of the starting mechanism is prevented. Since there isordinarily a high vacuum in the intake manifold when the engine isidling and since the generator is ordinarily rotating rapidly enough togenerate an appreciable electro-motive force when the throttle is wideopen, it will be appreciated that the functions of the two controllingdevices are supplemental to each other in a large degree, wherebyundesired actuation of the starting mechanism is effectively prevented.

When the engine comes to rest, the deenergization of the generator G andthe release of the diaphragm 22 allows reestablishment of the controlcircuit at full value whereby the solenoid l is energized to repeat thecranking operation. If desired, means may be provided for maintainingthe effectiveness of the limiting resistance for a predetermined timeafter the engine stops, in order to avoid the possibility of engagingthe starting mechanism during a backrock of the, engine. form of asuitable constricting element such as indicated at 25 for retarding theaction of the diaphragm 22 so as to prevent the cranking operation fromtaking place until a predetermined time after the engine has comesubstantially to rest.

It will be appreciated that this embodiment of the invention isapplicable to the magnetic shift type of starting mechanism illustratedin Fig. 2 as well as to the automatically engaging type of startergearing.

Although certain embodiments of the invention have been shown anddescribed in detail, it will be understood that various otherembodiments are possible and that changes may be made in the details andarrangements of the elements thereof without departing from the spiritof the invention as defined in the claims appended hereto.

What is claimed is:

1. In combination with an engine starting system including a magneticstarting switch, a control circuit therefor including means forenergizing the switch magnet to close the switch, means for limiting theenergization of the switch magnet to a holding value, means forrendering said limiting means inoperative, and means responsive toself-operation of the engine for making said limiting means effective.

2. In combination with an engine starting sys-- tem including a magneticstarting switch, a control circuit therefor including means forenergizing the switch magnet to close the switch, means for limiting theenergization of the switch magnet to a holding. value, means forrendering said limiting means inoperative, and means responsive toself-operation of the engine for making said limiting means efiective:and means for maintaining the effectiveness of said limiting means for apredetermined time after the engine stops.

3. In combination with an engine starting sys- As here illustrated, thismeans is in the tem including a magnetic connecting means, a controlcircuit including energizing means therefor, a resistance in saidcontrol circuit for limit,- ing the energization of the connecting meansto a holding value, means for normally shunting out said resistance,means responsive to engine intake vacuum for opening said shunt, andmeans for preventing reestablishment of the shunt for a predeterminedtime after dissipation of said vacuum.

4. In combination with an engine starting system including a magneticstarting switch, a control circuit therefor including means forenergizing the switch magnet to close the switch, a resistance in saidcontrol circuit for limiting the energization of the switch magnet to aholding value, means for normally shunting out said resistance, andmeans responsive to self-operation oi the engine for opening said shunt.

5. In combination with an engine starting system including a magneticstarting switch, a control circuit therefor including means forenergizing the switch magnet to close the switch, means for limiting theenergization of the switch magnet to a holding value, means forrendering said limiting means inoperative, means responsive toself-operation of the engine for making said limiting means eflective,and means responsive to self-operation of the engine for deenergizingsaid switch magnet.

6. In combination with an engine starting sys tem including a magneticstarting switch, a control circuit therefor including means forenergizing the switch magnet to close the switch, means for limiting theenergization of the switch magnet to a holding value, means forrendering said limiting means inoperative, means responsive to intakevacuum of the engine for making said limiting means efiective, and meansresponsive to the speed of rotation of the engine for deenergizing saidswitch magnet.

7. In combination with an engine starting system including a magneticstarting switch, a control circuit therefor including means forenergizing the switch magnet to close the switch, a resistance in saidcontrol circuit for limiting the energization of the switch magnet to aholding value, means for normally shunting out said resistance, meansresponsive to intake vacuum of the engine for opening said shunt, agenerator driven by said engine, and means responsive to the voltage ofsaid generator for deenergizing said switch magnet.

8. In combination with an engine starting system including a startingmotor, disengageable gearing for connecting said motor to a member ofthe engine to be started, a magnetic startin switch, means wherebyclosure of the magnetic starting switch causes engagement of saidgearing, a control circuit for said magnetic switch including aresistance element for limiting the energization of the magnetic switchto a holding value, a manual switch for shunting out said resistance tocause closure of the magnetic switch and engagement of the gearing, andan enginedriven generator connected to oppose energization of thecontrol circuit, cooperating with said resistance element to cause saidmagnetic switch to open responsive to self-operation f the engine at apredetermined speed.

9. In combination with an electrical starting system for internalcombustion engines including a starting motor, disengageable gearing forconnecting said starting motor to a member of the engine to be started,a source of current and a starting switch, means whereby closure of thestarting switch causes engagement of said gearing, a control circuit forsaid starting switch including a magnetic actuating device for theswitch and a resistance element in series with the actuating devicesuflicient to restrict the current in the control circuit to a holdingvalue for the switch, means for bridging said resistance element tocause closure of the starting switch and engagement of said gearing, andan enginedriven generator connected to oppose energization of saidcontrol circuit and cooperating with said resistance element to weakenthe energization of the control circuit sufliciently to open thestarting switch responsive to self-operation of the engine at apredetermined speed.

10.- In combination with an electrical startin system for internalcombustion engines including a motor, disengageable gearing forconnecting said motor to a member of the engine to be started, a sourceof current supply and a magnetic starting switch, means whereby closureof the starting switch causes engagement of said gearing, a controlcircuit for said starting switch including manually controllable meansfor initially fully energizing the switch magnet, means for limiting theenergization oi. the switch magnet to a holding value during thecranking operation, an engine-driven generator, and means whereby saidgenerator cooperates with said limiting means to deenergize said switchmagnet responsive to rotation of the engine at a predetermined speed.

PAUL H. MAURER.

